US20200139970A1 - Method and arrangement for setting a target deceleration for a transportation vehicle - Google Patents

Method and arrangement for setting a target deceleration for a transportation vehicle Download PDF

Info

Publication number
US20200139970A1
US20200139970A1 US16/674,188 US201916674188A US2020139970A1 US 20200139970 A1 US20200139970 A1 US 20200139970A1 US 201916674188 A US201916674188 A US 201916674188A US 2020139970 A1 US2020139970 A1 US 2020139970A1
Authority
US
United States
Prior art keywords
transportation vehicle
ego
target deceleration
braking
vehicle ahead
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US16/674,188
Other languages
English (en)
Inventor
Benjamin Duncan
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen AG filed Critical Volkswagen AG
Publication of US20200139970A1 publication Critical patent/US20200139970A1/en
Assigned to VOLKSWAGEN AKTIENGESELLSCHAFT reassignment VOLKSWAGEN AKTIENGESELLSCHAFT ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Duncan, Benjamin
Abandoned legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/181—Preparing for stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability used in the regulation, e.g. by calculations involving measured or detected parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B60T2201/022—Collision avoidance systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/18—Braking system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B60W2550/308—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4045—Intention, e.g. lane change or imminent movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4047—Attentiveness, e.g. distracted by mobile phone
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • Illustrative embodiments relate to a method and an apparatus for defining a target deceleration for an ego transportation vehicle.
  • FIG. 1 is a representation of a disclosed apparatus according to a first embodiment which executes the disclosed method
  • FIG. 2 is a representation of a schematic sequence of a disclosed method executed by the apparatus shown in FIG. 1 ;
  • FIG. 3 is a course of deceleration achievable with the apparatus shown in FIG. 1 ;
  • FIG. 4 is a course of deceleration achievable according to the prior art.
  • ego transportation vehicle a transportation vehicle currently under consideration is understood, to which the measures depicted here are applied and for which the target deceleration is defined. A distinction is to be made between this ego transportation vehicle and other transportation vehicles in the area of the disclosed ego transportation vehicle with which collisions and, in particular, rear-ending accidents are to be avoided.
  • Assisting drivers of an ego transportation vehicle by emergency braking functions is known.
  • the emergency braking functions can function autonomously from the driver or in addition to a braking force exerted by the driver and generally serve the purpose of avoiding collisions with transportation vehicles ahead.
  • transportation vehicles can be understood that are, when viewed in relation to the direction of motion of the ego transportation vehicle, are arranged in front of the latter or will presumably be arranged in front of the latter in the near future.
  • these transportation vehicles can travel in the same direction of motion or in a direction that crosses the direction of motion of the ego transportation vehicle. In the latter case, they can reach locations or already have reached locations that lie ahead when viewed from the ego transportation vehicle.
  • the transportation vehicles can also be stationary temporarily or in a sustained manner, in particular, in a position lying ahead when viewed from the ego transportation vehicle and in relation to its direction of motion.
  • DE 10 2012 002 695 A1 teaches different criteria to evaluate whether the emergency braking function should be activated. Furthermore, necessary decelerations are detected (also called avoidance accelerations), for example, based on the assumption that, for an avoidance of a collision, a speed of an ego transportation vehicle in relation to a transportation vehicle ahead must become zero.
  • the target decelerations also meet road safety requirements and, in particular, driving stability requirements and thus differ from a direct activation of a maximum braking force, which is generally undesirable.
  • the eTTC It can be examined with the eTTC whether the transportation vehicle ahead reaches a standstill before it is hit by the ego transportation vehicle. More specifically, it can be estimated how long the transportation vehicle ahead would need for a braking action to a standstill and, if the corresponding time value is greater than the eTTC, it will be hit in a still moving state and, if the time value is smaller than the eTTC, it will be hit in a stationary state.
  • the target decelerations are then selected, which are determined using previously stored and collision-scenario-specific formulae.
  • the disclosed embodiments provide a method, an apparatus, and a transportation vehicle.
  • An essential idea is to provide improved options for the target deceleration to be implemented. By this means, subsequent switches between different pre-determined target decelerations become less likely or are avoided entirely. This improves the safety and also the driving and braking behavior of the transportation vehicle from the point of view of the driver.
  • the disclosed embodiments propose to determine motional variables of a transportation vehicle ahead and to ascertain therefrom a braking time and a braking distance that would be needed to reach a standstill.
  • the position (standstill position) at which the transportation vehicle ahead would come to a standstill at the latest can obviously also be ascertained from the braking distance.
  • a collision can presumably be avoided. This is ascribable to a mathematical assumption in accordance with which the transportation vehicles are considered as points.
  • the risk of collision can be further reduced by the subsequent provision of tolerance or buffer factors.
  • the determined braking times can subsequently be compared or related to one another. It can be examined whether the braking time of the ego transportation vehicle to a full stop at the standstill position is less than that of the transportation vehicle ahead. If this is the case, the ego transportation vehicle will presumably hit the transportation vehicle ahead while the latter is still moving and a pre-determined target deceleration for this scenario can be selected. If, on the other hand, the braking time of the ego transportation vehicle to a full stop at the standstill position is greater than that of the transportation vehicle ahead, the ego transportation vehicle will reach the standstill position before the transportation vehicle ahead. A different pre-determined target deceleration would then optionally be selected.
  • a suitable target deceleration can be chosen from the outset, i.e., at the beginning of an assisted or autonomous emergency braking operation. It has been shown that the proposed selection of the target deceleration carried out using a relationship of the braking times is more accurate than the approaches used to date and, in particular, that a switching between different target decelerations in the course of the braking operation is less likely or can also be avoided completely.
  • a method for defining a target deceleration for an ego transportation vehicle includes:
  • the motional variable can be a positional datum (e.g., relating to an absolute position or a distance or position relative to the ego transportation vehicle). Determining the motional variable can be understood to mean a measurement. From the positional datum or its alteration over time, further motional variables such as speed or an acceleration of the transportation vehicle ahead can then also be calculated. This speed and/or acceleration can however also be captured by measurement technology. Optionally, all or at least two of these motional variables (positional datum, speed, acceleration) are determined and measured.
  • positional datum e.g., relating to an absolute position or a distance or position relative to the ego transportation vehicle. Determining the motional variable can be understood to mean a measurement. From the positional datum or its alteration over time, further motional variables such as speed or an acceleration of the transportation vehicle ahead can then also be calculated. This speed and/or acceleration can however also be captured by measurement technology. Optionally, all or at least two of these motional variables (positional datum, speed, acceleration) are determined and
  • any motional variable can be determined by measurement technology or, expressed differently, based on a capture of the movement of the transportation vehicle ahead with sensors.
  • at least one positional datum described in the foregoing is captured by measurement technology and further motional variables (e.g., speed and/or acceleration) are calculated therefrom.
  • the ego transportation vehicle can comprise ambient sensors which capture a movement of the transportation vehicle ahead.
  • These can be, for example, distance sensors and/or a radar, lidar or ultrasound sensor.
  • An acceleration can be calculated from a speed and/or (relative) position captured by measurement technology.
  • an acceleration can also include decelerations, which are negative accelerations and correspond to a braking action of the corresponding transportation vehicle.
  • the braking time can be determined by making a quotient from a determined speed of the transportation vehicle ahead and its deceleration (in particular, its absolute deceleration aAbsObj, optionally multiplied by ⁇ 1).
  • aAbsObj absolute deceleration aAbsObj
  • the braking distance (Object_Distance_to Stillstand) can be established by making the quotient from the square of the determined speed of the transportation vehicle ahead and its acceleration multiplied by two.
  • equation (2) in which the variables are defined as in the foregoing:
  • the braking distance of the ego transportation vehicle (Ego_Distance_to_Stillstand) to precisely this position can first be determined. This is composed of the relative distance (dx_rel) to the transportation vehicle ahead and the braking distance of the transportation vehicle ahead (Object_Distance_to Stillstand), see, for example, the following equation (3):
  • Ego_Distance_to_Stillstand Object_Distance_to Stillstand+ dx _rel (3).
  • This equation expresses that a collision is considered avoidable when the ego transportation vehicle comes to a standstill at the same position as the transportation vehicle ahead.
  • Safety buffers can be taken into account here, for example, when it is to be assumed that, due to the behavior of the driver or the characteristics of the system, a maximum braking force does not immediately take hold.
  • a negative distance can be taken into account within which it is assumed that a sufficient braking force has not yet taken hold and that a maximum braking force has not yet taken hold. For example, the relative distance dx_rel could be reduced by a corresponding distance.
  • the braking distance of the ego transportation vehicle is known, its braking time until the reaching of the position depicted in the foregoing can also be ascertained on this basis, namely by making the quotient of the (optionally doubled) braking distance of the ego transportation vehicle and the speed of the ego transportation vehicle:
  • Ego_Time ⁇ _To ⁇ _Stillstand 2 ⁇ Ego_Distance ⁇ _Travel ⁇ _To ⁇ _Stillstand v Ego . ( 4 )
  • the target deceleration can be a variable that is used as or for generating a control variable for a brake actuator.
  • the brake actuator can be adapted to implement the deceleration and, for example, can be configured as a brake pressure generating device that can be actuated independently of the driver.
  • the relationship of the braking times can be a quotient, a difference or a general comparison and a larger/smaller comparison of the braking times.
  • a first (optionally pre-defined) target deceleration is selected. This can differ from a second (optionally pre-defined) target deceleration described in the following. It can be provided that at least a first and a second target deceleration are stored as pre-defined target decelerations and a selection is made between the two depending on the current conditions.
  • a formula and/or a rule for the deceleration can generally define a target deceleration and indicate a target deceleration function. Consequently, it can also be provided that a target deceleration in the sense of a target deceleration function to be used is selected and current values with respect to the motional variables enumerated above are then inserted into the same.
  • the operation of the definition of a target deceleration can thus relate to the selection or definition of a target deceleration function to be used and optionally also to the insertion of values in the same (for example, values for the motional variables listed above) to determine a target deceleration value or value pattern to be applied.
  • the first target deceleration relates to a collision scenario between the ego transportation vehicle and a still moving transportation vehicle ahead.
  • the target deceleration can be chosen so that a collision with the transportation vehicle is avoidable based on the assumption that the latter (without the performance of decelerations, i.e., on the condition that the current motional variables are retained) would still be moving in the event of a collision.
  • it can consequently be taken into account that a certain (active) movement of the transportation vehicle ahead in relation to the ego transportation vehicle exists and/or is maintained.
  • the first target deceleration can be chosen as follows in this context:
  • D req,D is the target deceleration to be set
  • D obs is the absolute deceleration of the transportation vehicle ahead
  • v diff is the difference in speed between the ego transportation vehicle and the transportation vehicle ahead
  • d is the distance between the ego transportation vehicle in the transportation vehicle ahead.
  • a second target deceleration is selected.
  • the transportation vehicle ahead will come to a standstill faster than the ego transportation vehicle and will thus reach the standstill position (i.e., the position that would be consistent with a collision avoidance) before the ego transportation vehicle.
  • the second target deceleration relates to a collision scenario between the ego transportation vehicle and a stationary transportation vehicle ahead.
  • D req,stop is the target deceleration to be set
  • v sub is the speed of the ego transportation vehicle
  • v obs is the speed of the transportation vehicle ahead
  • d is the distance between the ego transportation vehicle and the transportation vehicle ahead.
  • Disclosed embodiments further relate to an apparatus for defining a target deceleration for an ego transportation vehicle, wherein the apparatus comprises:
  • a motional variable determination device adapted to determine at least one motional variable of the transportation vehicle ahead
  • a target deceleration definition device adapted to determine the following:
  • target deceleration definition device is further adapted to define a target deceleration for the ego transportation vehicle based on a relationship of the braking times of the transportation vehicle ahead and the ego transportation vehicle.
  • the apparatus can generally comprise any further feature and any further function to provide all of the effects, interactions and operational states described in the foregoing and in the following.
  • the apparatus can also comprise any features described in connection with the method. Any embodiments described in connection with the method can also apply to the analogous apparatus features. It can further generally be provided that the apparatus is adapted to execute a method in accordance with any of the embodiments set out in the foregoing or in the following.
  • FIG. 1 shows schematically an apparatus 10 according to a first disclosed embodiment which executes the disclosed method.
  • the apparatus 10 is comprised by a schematically indicated transportation vehicle (ego transportation vehicle) 12 .
  • a direction of motion of the transportation vehicle 12 in FIG. 1 is from left to right.
  • the ego transportation vehicle 12 comprises a plurality of motional variable determination devices 14 , such as ambient sensors, of which merely one is indicated schematically.
  • This can be, for example, a radar distance sensor, although further motional variables of the transportation vehicle ahead 13 , in particular, its speed and acceleration, can also be determined from the alterations (over time) in the distance values to a transportation vehicle ahead 13 measured by the sensor.
  • the ego transportation vehicle 12 further comprises a target deceleration definition device 16 .
  • This is configured as a control unit of the ego transportation vehicle 12 or is integrated in an existing control unit.
  • the target deceleration definition device 16 receives from the motional variable determination device 14 determined signals relating to the motional variables of the transportation vehicle ahead 13 .
  • the target deceleration definition device 16 is further connected with a brake actuator, not illustrated separately, which is adapted to decelerate the transportation vehicle 12 in accordance with the stipulations of the control signals generated by the target deceleration definition device 16 .
  • the target deceleration definition device 16 additionally receives signals relating to the motional variables of the ego transportation vehicle 12 , for example, from a conventional speed sensor 15 , which can be, for example, an ABS wheel speed sensor.
  • FIG. 2 shows a sequence of a disclosed method that can be implemented with the apparatus 10 from FIG. 1 .
  • a distance i.e., a positional datum, in particular, in relation to the ego transportation vehicle 12
  • a speed and an acceleration of the transportation vehicle ahead 13 are determined by the target deceleration definition device 16 as motional variables.
  • values of this variable can be received from the ambient sensors of the transportation vehicle 13 .
  • the target deceleration can however also be determined in a continuous state, for example, to act as a measure for the criticality of a current driving situation, independently of whether the braking-assistance or even emergency-braking functions have actually been activated. Beginning with operation at 51 , it shall be determined with the disclosed method which target deceleration is to be set.
  • the braking time of the transportation vehicle ahead 13 is determined by the determined motional variables and the equation (1) indicated in the foregoing.
  • the equation (1) indicated in the foregoing is used for this purpose.
  • the braking distance of the transportation vehicle ahead 13 is determined by the determined motional variables and the equation (2) indicated in the foregoing.
  • the equation (2) indicated in the foregoing is used for this purpose.
  • the braking distance of the ego transportation vehicle 12 is determined by the relative distance between the transportation vehicles 12 , 13 , the determined braking distance of the transportation vehicle ahead 13 and the equation (3) indicated in the foregoing.
  • the braking time of the ego transportation vehicle 12 is determined in operation at S 5 .
  • both the braking time of the transportation vehicle ahead 13 as well as the braking time of the ego transportation vehicle 12 are available, wherein the latter relates to the braking time that the ego transportation vehicle 12 would need to come to a standstill in the same position as the transportation vehicle ahead 13 and by this means presumably avoid a collision.
  • the braking time up to the reaching of the standstill position i.e., the collision avoidance position of the transportation vehicle ahead 13
  • the braking time up to the reaching of the standstill position is greater (i.e., that of the ego transportation vehicle 12 is smaller)
  • a deceleration according to the above equation (5) would be chosen as the target deceleration of the ego transportation vehicle 12 .
  • braking times necessary for reaching the collision-avoiding standstill position are considered as the basis for the target deceleration selection.
  • the foundation is thus a point in time or position of collision avoidance and not the potential collision itself, as is the case in approaches to date.
  • the corresponding selection of the target deceleration according to operation at S 6 occurs at a point in time that is as early as possible. However, it can be provided, as is standard in the prior art, to return to the operation at 51 during the executed emergency braking operation and to verify the selection of the target deceleration using continuously updated motional variables (see dashed arrow in FIG. 2 ).
  • the selection criterion for the target deceleration makes it possible that a target deceleration, once set, is maintained during the braking operation so that a constant course of deceleration results over time.
  • the upper curve 20 in FIG. 3 relates to the deceleration based on the equation (5) (i.e., the case where the ego transportation vehicle 12 reaches the standstill position before the transportation vehicle ahead 13 ), while lower curve 21 relates to the deceleration based on the equation (6) (i.e., the case where the ego transportation vehicle 12 reaches the standstill position after the transportation vehicle ahead 13 ).
  • FIG. 4 shows the emerging courses of deceleration according to the prior art.
  • upper and lower curves 20 , 21 indicated as dashed lines are also present in this case.
  • An actually performed course of deceleration is indicated as a dashed line. It can be observed that a deceleration is initially performed along the lower curve 21 , but switches to the upper curve 20 after approx. 0.7 seconds. The reason is that the continuously executed comparison of the continuously determined eTTC discussed above and the continuously determined deceleration of the transportation vehicle ahead leads to a different conclusion regarding the collision scenario as of this point in time. This is expressed as a jump between the curves 20 , 21 and generally as an inconstant course of deceleration.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mathematical Physics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)
US16/674,188 2018-11-05 2019-11-05 Method and arrangement for setting a target deceleration for a transportation vehicle Abandoned US20200139970A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018218844.0 2018-11-05
DE102018218844.0A DE102018218844A1 (de) 2018-11-05 2018-11-05 Verfahren und Anordnung zum Festlegen einer Soll-Verzögerung für ein Egofahrzeug

Publications (1)

Publication Number Publication Date
US20200139970A1 true US20200139970A1 (en) 2020-05-07

Family

ID=68392716

Family Applications (1)

Application Number Title Priority Date Filing Date
US16/674,188 Abandoned US20200139970A1 (en) 2018-11-05 2019-11-05 Method and arrangement for setting a target deceleration for a transportation vehicle

Country Status (4)

Country Link
US (1) US20200139970A1 (de)
EP (1) EP3647141B1 (de)
CN (1) CN111204319A (de)
DE (1) DE102018218844A1 (de)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111806441B (zh) * 2020-06-19 2022-05-17 北京嘀嘀无限科技发展有限公司 交通工具的制动方法、装置、交通工具和存储介质

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6311472A (ja) * 1986-06-30 1988-01-18 Daihatsu Motor Co Ltd アンチスキツド装置
JPH11255089A (ja) * 1998-03-12 1999-09-21 Fuji Heavy Ind Ltd 車両の自動ブレーキ制御装置
EP1349131B1 (de) * 2000-11-24 2006-01-18 Aisin Seiki Kabushiki Kaisha Fahrzeugkollisionsverhinderungsvorrichtung
JP4747460B2 (ja) * 2001-06-06 2011-08-17 日産自動車株式会社 車両用制動制御装置
JP4432286B2 (ja) * 2001-06-29 2010-03-17 トヨタ自動車株式会社 車間距離制御装置
DE102004004918B4 (de) * 2004-01-31 2024-03-14 Zf Cv Systems Hannover Gmbh Verfahren zur Kollisions-Warnung bei einem Kraftfahrzeug
DE102006034411A1 (de) * 2006-07-25 2008-01-31 Robert Bosch Gmbh Vorrichtung zur Geschwindigkeits- und Anhalteregelung in Kraftfahrzeugen
JP5309633B2 (ja) * 2007-11-16 2013-10-09 アイシン・エィ・ダブリュ株式会社 車両制御装置、車両制御方法及びコンピュータプログラム
DE102012002695B4 (de) * 2012-02-14 2024-08-01 Zf Cv Systems Hannover Gmbh Verfahren zur Ermittlung einer Notbremssituation eines Fahrzeuges

Also Published As

Publication number Publication date
CN111204319A (zh) 2020-05-29
EP3647141B1 (de) 2022-08-10
DE102018218844A1 (de) 2020-05-20
EP3647141A1 (de) 2020-05-06

Similar Documents

Publication Publication Date Title
RU2654839C2 (ru) Устройство для обеспечения предотвращения столкновений
US9566959B2 (en) Method for determining an emergency braking situation of a vehicle
US10286912B2 (en) Emergency vehicle control device
US10214215B2 (en) Emergency vehicle control device
JP5668862B2 (ja) 運転支援装置及び運転支援方法
EP2878507B1 (de) Fahrhilfevorrichtung
US8386146B2 (en) Inter-vehicle distance control apparatus and inter-vehicle distance control method
KR20190055738A (ko) 운전 지원 장치
EP3357777A1 (de) Spurwechselsystem
US10464420B2 (en) Emergency vehicle control device
US10878702B2 (en) Driving support apparatus and driving support method
JP2008514937A (ja) 車両用始動支援システム
CN110191826B (zh) 防碰撞装置
US10529237B2 (en) Collision-avoidance support device
CN109278726B (zh) 行驶辅助装置和行驶辅助方法
JP2020097346A (ja) 車両の走行制御装置
EP2916306A1 (de) Vorrichtung zur unterstützung einer kollisionsvermeidung und verfahren zur unterstützung einer kollisionsvermeidung
US11440558B2 (en) Vehicle control device
JP5683652B2 (ja) 運転支援装置
JP2019038363A (ja) 車両用走行制御装置
US20200139970A1 (en) Method and arrangement for setting a target deceleration for a transportation vehicle
JP2019209701A (ja) 車両制御装置および車両制御方法
US11964656B2 (en) Travel control device
JP4831509B2 (ja) 自動車における衝突警告方法
US20240190437A1 (en) Method and apparatus for supporting driving of vehicle

Legal Events

Date Code Title Description
STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

AS Assignment

Owner name: VOLKSWAGEN AKTIENGESELLSCHAFT, GERMANY

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:DUNCAN, BENJAMIN;REEL/FRAME:054151/0751

Effective date: 20191212

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STPP Information on status: patent application and granting procedure in general

Free format text: RESPONSE TO NON-FINAL OFFICE ACTION ENTERED AND FORWARDED TO EXAMINER

STPP Information on status: patent application and granting procedure in general

Free format text: NOTICE OF ALLOWANCE MAILED -- APPLICATION RECEIVED IN OFFICE OF PUBLICATIONS

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO PAY ISSUE FEE